The Chevrolet Chevy II/Nova, introduced in 1962 to supplement (and eventually replace) the Corvair, stayed true to its roots during its production run in the 1960s and 1970s. The second generation was also the basis for the new for ’67 Camaro. While the ’66-’67 327 V8-powered Nova SS is clearly a muscle car and very collectible today, the 1975-79 models, with the right options, can make for an agreeable Camaro in disguise.

The Chevrolet Chevy II came out in 1962. Ralph Nader had not yet emerged, but Corvair sales were less than expected and it was thought that a conventional compact could pick up the slack. The top-level model was the Nova and included a convertible and two-door hardtop. Initial sales were strong, and the Nova would remain in the Chevy lineup for years to come.

Initially offered only in 153 CID four cylinder and 194 CID straight six versions, a V8 was finally made available for the 1964 model year. The 283 CID engine made 195 horsepower.

Updated Chevy IIs and Novas were introduced for 1966. While it appeared to be all new, it was the same platform underneath the revised sheetmetal. Chevy IIs continued to be offered in coupe, sedan and station wagon versions.

The redesigned ’68 Chevy II would be the basis for the 1967 Camaro. The Camaro actually debuted one year earlier than the new Chevy II. Most likely, GM wanted to get its Mustang-fighter out as soon as possible, and the new Chevy II’s wider engine compartment and body meant that big-block V8s could be installed.

The 1968s featured a much smoother semi-fastback design and like the Camaro, could now accommodate larger V8s. Only two-door and four-door sedans were available, as the station wagon and two-door hardtop were discontinued after 1967. This was the last year for the Chevy II name; starting in 1969 all the cars in the lineup became Novas. Novas now looked very much like the also new for ’68 Chevelles. This generation set the stage for our featured car.

1973 Novas received a facelift that was largely due to the new federal bumper standards. Other than the bumpers and some slight sheetmetal changes, they were very much like the 1968-72s. I remember the 1973 Novas well from the James Bond film Live And Let Die, when nearly every car in the movie was a 1973 Chevrolet. It was pretty memorable when the top level of the double-decker bus Roger Moore is driving lands on the Nova police car after going under the low bridge.

The 1975 Nova looked like a clean sheet design, but it was actually an improved and cleverly restyled version of the 1968-vintage platform. The new design featured squared-off sheetmetal and increased glass area. This year, the Novas got the very same front suspension as the F-body Camaro and Firebird. Front disc brakes were now standard, as well as steel-belted radial tires. All of these upgrades resulted in much-improved ride and handling. Compared to earlier Novas, it was very much more European in the way it drove.

As had been the case since 1973, a coupe, sedan and hatchback were available. A new Nova LN was the luxury model, with added sound insulation, plush interior and bucket seats. The ‘regular’ Nova continued in base and Custom versions.

Not much changed for 1976. The Custom was now an interior option package for the base Nova instead of a separate model. The Nova LN was renamed Concours, perhaps in an effort to distance the Nova name from the luxury version. For 1977, the instrument panel was changed from the strip speedometer to round gauges. The Nova and Concours continued. Engines choices were a 250 CID 110 hp six, 145 hp 305 CID 2 BBL V8 and a 170 hp 350 4 BBL V8.

With the F41 suspension and 350, you could have a car that was pretty close to a Camaro performance-wise. In fact, a properly-equipped Nova was good enough for the Los Angeles Sheriff’s Department, who used Novas in the late ’70s. Other police departments would follow suit. Sure, just about any modern car will toast one of these Novas, but in their time, these were decent handling and performing cars. Just don’t mistake them for a similar-vintage Mercedes 280 or BMW 530i.

As good as the Nova was, it was quickly becoming outdated. Modern, front wheel drive compacts like the VW Rabbit and Dodge Omni/Plymouth Horizon were paving the way to the future, and the Nova and its Ventura, Omega and Skylark brethren were going to have to change with the times.

The Concours was dropped for ’78. Nobody seemed much interested in a luxury Nova, and those who were interested may have been put off by prices running about $500 over a regular Nova. Many Concours features were added to the newly-reinstated Nova Custom, however.

For the short 1979 model year, Novas received rectangular headlights but not much else was new as production only ran through November of 1978. Its replacement, the front wheel drive Citation, was introduced early in 1979 as an ’80 model and would be a disaster. Paul’s extensive article on the Citation can be found here.

I ran across this Nova a few days ago. While somewhat rusty, it is in pretty decent shape for a 1970s Nova here in the Rust Belt. Other than an original-owner ’75 Nova LN coupe I see at the local car cruises, I rarely see these cars anymore. While these were compacts at the time, they don’t seem very small compared to modern cars. It looks to be about the same size as a current Camry or Fusion. The 1975-79 Novas were Detroit’s first attempt to bring European driving dynamics to their bread-and-butter lineups. These Novas might not be the first choice for a collectible Chevrolet, but they have their merits.

93 Comments

This makes me wish I purchased the UK ebay ’76 Skylark that was going for £1000 not long ago. I always liked the look of the final facelift, which made these look far classier than the ’71-75 style. However, in my younger years in the states, these were the nadir of beaterdom. The loser son of the family across the road that always had the police called had a rusty green ’74 Nova. The dodgy cook at a cafe I worked at had a Nova hatchback in burnt umber that was rotted out. Nobody in the late ’80s or early ’90s had one of these by choice. A ’74 Apollo is a family legend, as its Chevy six was so strangled by pollution controls that it couldn’t climb the rather gentle grade on I-635 at a speed over 30mph. It also had a seatbelt interlock with dodgy sensors, that meant that my mother had to bounce up and down on the seat to start the car, when heavily pregnant with me- EVERY time the car stalled, which was every time lights turned red. The Apollo was promptly traded in on a 1978 Corolla.

My earliest memory of this body style though was from the newspaper clippings of the Sunshine Skyway disaster. When a ship hit the cantilever bridge support, a greyhound bus and other cars fell to their doom below. However, the very lucky driver of a ’76 Skylark came skidding to a stop with their front wheels over the precipice. He must have been glad that GM didn’t stick with the drums at the front.

Eddy Murphy’s character in Beverly Hills Cop drove a ratty 2-door Nova. It was blue and could have been the same car driven by Woody Allen in one of his movies of the same time.

mike

Posted March 29, 2012 at 12:02 PM

I will NEVER forget one of these with what sounded like a stick and headers flying down my San Diego street and doing a fine powerslide turn around the corner early one sunday morn.
About 5 minutes later, an SDPD cruiser comes flying up, pilot looking confused and he asked, ‘did you see some beater fly thru here?’…
Dude had that 90s, tweaker, needed -a- shave look that made me hope he eventually got caught. But, he DID have that late Nove sounding and running FINE!

BeWo

Posted May 1, 2012 at 4:15 AM

Marvin got his head blown off in the back of a ’74 Nova by two carpet F-bombers in a certain Tarantino film. There ya go.

Brian, in June, 1980, I was on the Silver Star traveling to Florida for a week (my inlaws flew my wife and infant son down), and having a snack in the diner, one of the guys at my table was in the last car that got across the bridge – he saw the Greyhound go down. A terrible thing to see.

My room mate at the UI had a ’73 or ’74 Chevy Malibu sedan that we drove from Iowa City to New York City for spring break 1983. It was a great road tripper. Three of us just took turns driving and sleeping until we hit Belleville NJ. He later traded it for a Citation X11. Not sure what happened to that but I have nothing but fond memories of the Malibu.

When I was in college in the late 80s, lots of my buddies drove this generation of the Nova (and all its GM stablemates). They were hardy and cheap. My chief memory about these cars is how vague the front end could get at speed.

I never had much enthusiasm for these back when they were plentiful – but I was a Dart/Valiant/Duster guy. But now, I could probably work up some enthusiasm for a Nova sedan with the 350 and the good suspension. Although I would still prefer a similarly equipped Mopar A body. Just sayin’.

The first two thoughts that this car triggers: The chalking GM lacquer paint is the first. These cars required regular applications of elbow grease and an aggressive cleaner-wax to keep the finish looking decent. The enamels used by Ford and Chrysler were so much more durable. The second is wondering why so many 1970s Chevys gave you a black steering wheel and steering column no matter what color interior you chose. Even Chrysler gave you color-keyed steering wheels and columns.

OK, three thoughts – when did Chevrolet finally get rid of that shifter with the rubber knob that always came off in your hand?

Actually, I think GM got rid of that plastic handle on the shifter by 1980 or so as my Dad’s 83 Citation had a much different shifter knob on his column mounted auto shifter. True, it still had that rubber like plastic but it also had chrome with it too.

These late-’70s Novas were pretty good-looking cars in the Half-Decade That Style Forgot. From the rear three-quarters, there are almost hints of E23 7-Series.

The fact that the various divisions’ model names were made to spell NOVA (Nova, Omega, Ventura, Apollo) always struck me as bizarre use of GM’s time. Not to read too much into it, but it’s as if the product planners had become so complacent that they needed in-jokes to amuse themselves.

And, why did Pontiac rename the Ventura to Phoenix for the last 1-2 years of this car?

I think the 75-79 has some of the best proportions of any 70s car ever made, second only to its cousin the Seville. Whereas many cars from that period look horribly misshapen now (I’m lookin at you, Colonnades), these still look extremely fresh.

I always thought that the 4 door looked better than the Mercedes 280 or BMW 530i.

Awhile back, somone I believe on this site had put a name to this chassis problem of breaking something in the rear suspension where the car would crab down the road with the front and back wheels about 4 inches offset to one side. I wish I could remember what that person called it, because it really described it.

It’s called “dog tracking”, and it comes from the axle being dislocated when a pin sheared off. Apparently it’s fairly easily fixed, which is a good thing for Nova owners since it affects virtually all late-model Novas at some point, including every one I’ve seen in the wild.

My first car was a 1979 Nova. It was 1980, My parents gave me $1000 and helped me get a car. I wanted a Monza Spyder or an El Camino Royal Night, what 16 year old boy wouldn’t? I could only afford a Nova. My dad and I saw slightly used Nova’s in the local paper and went to look. These Nova’s were ex rentals, 6 cyl, 4 doors, Not the dream car of a 16 year old. We went to the local Oldsmobile dealer and they had a 1979 2 door hatchback. Rallye wheels, 305 2bbl, dark blue. I remember my dad put the $1000 down and financed the balance with GMAC. I do not remember the price but the interest rate in 1980 was 19.15%. That was with my father’s stellar credit. My payment was $105.00 per month. The article says after 1975 all Nova’s came with radial tires, not true. Those rallye wheels had belted tires that only lasted about 15000 miles. Like any young man, I put on some BF Goodrich radial TA’s. I kept it for a couple of years. Good enough car, just kind of vanilla.

Why do the majority of non-Cadillac & Lincoln US-built cars from the late 70s/early 80s all have tail lights that look like they just ordered some cheap JC Whitney utility trailer light kits? Even as a kid (I was six when this Nova was new), I had this question in mind. That’s beyond malaise, it’s just plain ol’ giving up. And I like the proportions of this Nova, it’s just the front and rear facias seem like a complete shrug off by the design dept (if there even was design dept involved).

The Nova LN (later the Nova Concours) was supposed to compete with the Ford Granada, just like the regular Nova competed with the Maverick. Unfortunately, someone at GM got too cheap and either forgot or decided that they didn’t want to realize that the big selling point to the Granada was that it had a different, more upscale, body than the Maverick. The Nova LN didn’t, so despite very good reviews for the time, it didn’t sell anywhere near the Granada’s numbers.

The Ventura became the Phoenix as part of the radical front end change which gave the Pontiac the first US legal headlights that weren’t sealed beam round or square. Pontiac used that as an excuse to attempt to reboot the car, which wasn’t selling even close to Nova numbers. The Phoenix name was then kept for the FWD X-car.

I would love to find a 79 Nova with the rectangular headlights. That front end just looks tough! I’d be happy with an SS or Rally too.

These and the Colonade cars didn’t have much of a following up until about 10 years or so ago. I used to see clean driver X body coupes for $1,000 to $2,000 in decent condition here around the late 90s. Now a “project” is fetching $3,000 to $5,000.

I remember being quite impressed with a 1976 2-door V8 automatic Nova that I used for a couple of days as a loaner car while my Monza was getting the brakes done. I liked the way it handled – very similar to a Camaro as might be expected. Someone local eventually bought the car and I saw it around for a good many years. It was a black on black car, and they kept it up pretty well.

Another sort of interesting thing about this vintage Nova, these were the last GM cars with “3 on the tree”, maybe the last domestic cars with an on the tree shifter period, unless the Aspen/Volare duo kept it until 1980. The FWD X-cars went to a floor shifter as did the A-bodies after 78, and full size cars lost manual transmissions in the early 70’s.

Aspen had 3 on the tree till 1980, Ford F-150s had them up to 86. I’m not sure about the Camaro though, the X and F cars shared so many parts that it’s possible the 81 Camaro could have been had with a tree’d shifter.

Yeah, trucks still had them way into the 80’s, maybe F-bodies shared it with the X-car until 79, but I imagine the lack of a RWD X-car in 80-81 probably meant that the F-bodies got a floor shift 3 speed for the last 2 years.

A 76 sedan(Olds Omega) was almost handed down to me to be my first car, which was originally bought new by my late great Aunt. It was kept pristine but It was sold by my cousin before I got my license. Probably a good thing really since that F body suspension isn’t enough for me to overcome the rest.

Those vents on the sedan C pillars really make that otherwise nice looking profile seem busy and cheap. That beltline crease on the quarter panels starting after the rear doors doesn’t help matters either. I’ve always thought the coupes looked better just because they lacked those details.

Brian, this is becoming interesting now because the 1975-79 Chevrolet Nova clone pictured here on my attachment the 1978 Oldsmobile Omega 4 Door Sedan looks much more closer to the 1986 Oldsmobile Delta 88 4 Door Sedan in terms of overall size, design and most specifically the shape of the rear doors. But they were fundamentally different cars since the Nova based Omega was a RWD and the H-Bodied Delta 88 was a FWD.

I disagree with the comparisons that the 1975-79 Novas were about the same size as today’s Ford Fusion and Toyota Camry. These Novas from 1975-79 were much larger than the Fusion and the Camry in terms of exterior size. The Novas were in fact were almost as large as today’s Chevrolet Impala and Dodge Charger. What was yesterday’s so called “Compact Cars” (which were actually Intermediates in size) is today’s Full Size Cars. On a side note, the 1955-57 Chevrolet Bel Air (which were Full Size ironically during the Mid-Late 1950s) also were similar in exterior size with the Nova as well. For comparison sake, I have also attached a photo of the 1979 Chevrolet Nova 4 Door Sedan side by side with the 1981 Chevrolet Malibu 4 Door Sedan. It was ironic that the 1975-79 Novas were considered “Compacts” even though they were 4 inches longer than the 1978-83 Downsized Malibus which were categorized as “Mid Size” or Intermediates.

All those airbags and safety features must affect the interior volume. The Nova looked about the same size as a Fusion on the outside, but the Ford is actually longer and wider than a ’75-’79 Nova, though it has a shorter wheelbase.

@ Tom, the Overall Length that you quoted from the Nova was probably taken from the Toyota Corolla based 1985-88 Chevrolet Nova. According to the 1975-79 Chevrolet Nova Sales Brochure and Owners Manual, These models measured at 196.7 inches for the base models and 197.7 inches for the Custom and Concours models. If anything, the Novas from 1975-79 were about half a foot longer than the Ford Fusion. The Ford Fusion for a lack of a better term would be more in the upper tier of the Compact Size or entry level Mid Size tier category much like the 1992 Ford Taurus since the Taurus measured at 192.0″ vs. the 2012 Fusion at 190.6″ while the 1975-79 Chevrolet Nova would be much closer to upper tier Mid Size/Intermediate or even entry level Full Size tier category.

Tom Klockau

Posted March 15, 2012 at 9:03 PM

I stand corrected; that’s what I get for checking the excerpt on the search engine and not reading the whole thing. Thanks for providing the right figure.

@ Safe as Milk, you are correct and as a matter of fact the Toyota Camry derived Avalon is much more identical in size with the Nova but never the Camry. In addition, the 1989 Lexus LS400 has the same exterior size as the Chevrolet Nova since both cars measured at 196.7″. Ford Fusion? if anything, they were much more closer in size with the 1986-95 Ford Taurus or lets even say the 1982-89 Chevrolet Celebrity. But the Nova, that’s two strikes already. For side by side comparisons, I have attached a photo of the 1979 Chevrolet Nova 4 Door Sedan next to the 1989 Lexus LS400. Can anybody else claim that the Camry is the same size as this Lexus and the Toyota Avalon? I don’t think so since the Camry and the Fusion were one size below these larger cars mentioned.

Basically in terms of US Car Sizes what is most dealt with here is the exterior size. From the 1992 through present day Toyota Camry, the Overall Length had always remain at around 187.0-188.0″ depending upon the year and design but never more than those parameters in which its nearest competitor the Honda Accord 4 Door Sedan is much larger than either the Toyota Camry, Ford Fusion, or even today’s Chevy Malibu. The Honda Accord’s 4 Door Sedan measuring at 194.4″ is now considered a large car of the bunch and in fact its size would make this an upscale Compact through entry level Intermediate. This Accord is also about 2.3″ shorter than the typical 1975-79 Chevrolet Nova. Interior Volume and Roominess can be a subjective matter because depending upon either the Driver or Passenger Size or both, the front and rear legroom can either increase or decrease once those seats are adjusted either front ward for short drivers and passengers thereby increasing the rear seat legroom or rear ward for tall drivers and passengers thereby significantly reducing the amount of legroom in the rear area so I don’t really put too much emphasis on the total volume of interior space because it can vary according to the height of the Driver or Front Passenger or both.

The big reason for this was simple, the EPA, I think categorized car sizes by interior volume is why.

This kind of confuses the size categories whereby in Europe they go by total exterior size/length and that also correlated to the size of the motor within to a large degree.

Whereby an A segment car is generally no longer than 140″ or so, B segment cars are no longer than 160″ at best, C segment cars are a little over 170″, all these are for total length. This is a rough estimate here as in Europe, my 2003 Mazda Protege5 is considered a C segment car and it’s 171″ in total length for example. The Fiat 500 is 140″ in total length and is thus considered an A segment car. The new 500L is I think 161″ in length in the 2 row configuration and is thus considered a B segment car, as is the Yaris, Versa and other cars of that ilk.

Very interesting point. To stray slightly off the Nova topic, if you notice that the 2006-10 Toyota Vitz/Yaris 3 & 5 Door Hatchbacks and Toyota Yaris/Vios 4 Door Sedans were essentially the same car using the same exact chassis but their size differences were very significant as well. If you take a 3 Door Hatchback Yaris which was about 148.7″ in overall length vs. the 4 Door Sedan Yaris which was about 169.7″ in overall length, that’s almost two feet in length difference. So the Segment B (which is a mini-compact designation here in the US) for the Toyota Yaris 3 & 5 Door Hatchbacks vs. the Segment C (which is strictly a subcompact here in the US) for the Toyota Yaris 4 Door Sedan in the eyes of organizations who give classifications to car exterior sizes would definitely complicate more of these differences than unite them in their sizes according to their kinship. I will attach an illustration here just to further clarify which would otherwise be the same exact cars. But getting back to my original point, even the 1974-81 Chevrolet Camaros & Pontiac Firebirds (both related to the Nova/Ventura) were classified as subcompacts due to their interior space volume but their exterior size by 1980 would classified them as Intermediates which in general were usually one size above the so called “Compact Cars”.

I have a soft spot for the styling of the 1962-1967 Chevy II/Nova, although I think it’s a tad cutesy (it manages to look a good deal smaller than it actually is). I’ve always been repulsed by the looks of the ’68-’74 cars; the idea of a Camaro in sedan drag has its appeal, but it just looks wrong to me from every angle. The restyle is kind of an improvement, but one gets the impression that the designers wanted rectangular lights from the beginning and had to settle for round sealed beams in awkward rectangular bezels for some obscure reason. The actual item on the ’79s helps, although the lights still seem curiously small for their space in the grille.

The 1968-79 Chevrolet Novas were synonymous with both the 1G 1967-69 Camaros and the 2G 1970 1/2-81 Camaros because those model actually shared the same chassis albeit the Camaro was slightly shorter owing to its 108″ wheelbase compared to Nova’s 111″. In addition the 1976-79 Cadillac Seville also used both the same but a 3 inch stretched wheelbase 114.3″ chassis of both the Nova and the Camaro. The RWD 1968-79 X-Bodies and 1967-81 F-Bodies may share their chassis with the 1976-79 RWD K-Bodied Cadillac Seville but once you compare the overall length of a 1968 Nova at 189.4″ vs. the 1976 Cadillac Seville at 204.0″ from fore to apt, that was quite a significant size difference of almost 15 inches or 1 feet 6 inches. Slightly over a foot and a half difference in size.

The Seville’s chassis was modified quite a bit, though, even beyond its larger dimensions. It wasn’t just a stretch with softer springs, for which I do give Cadillac due credit. I also think it was a lot better looking than the Nova. The “sheer look” theme got old after a while, since it was leveraged so heavily for the downsized B-bodies, but the ’76-’79 models are still fairly handsome, certainly more so than a four-door Nova.

I would just like to share with you the side by side comparisons that I have put together between the 1975 Chevrolet Nova Custom vs. the 1976 Cadillac Seville since both cars were interesting entities for comparisons.

It’s not always a bad thing, but I don’t think it comes off that well here. The LH Torana pulls it off better; I think the nose looks a little slimmer and the housings themselves seem smaller, so the lights don’t seem as lost. (It probably also helps that the Torana’s grille is more prow-like than the Nova.)

I think the LH looks strange because the housing outline is basically square, yet has rectangular lamps – also the hottest SL/R 5000’s had round lights, so they are associated with performance. Actually for two reasons, the round lights worked better!

These are very similar in size and genetics to the Holdens built in OZ basic easily repaired parts under every hedge cheap to buy need a cheap reliable car a Holden will run till it falls apart. Fortunately their replacement was the Opel inspired Commodore rather than the FWD turd of an X car wow was that a bullet dodged or what.

Maybe the Opel Admiral/Diplomat/Kapitan aka Chevrolet Opala in South American countries based Holden Kingswood series prior to 1971 because when Holden redesigned the Kingwood series for 1971 to further remove itself with its Opel ties and exclusive made for Holden chassis only with updates and redesigns both major and minor, the chassis were converted to separate body and full perimeter ladder type construction frame which were much more similar to the 1968-72 Chevrolet Chevelle chassis even though their size were still the same as the Novas. Don’t forget though that before the Chevelle Malibu were redesigned with a larger body, colonnade styling and bigger front and rear bumpers, the 1968-72 Chevelles were nearly identical in size with the 1974-79 Novas. Note that I purposely mentioned 1974 Novas because they grew almost 3 inches larger than its 1973 twins due to those larger bumpers. The Novas, Camaros & Seville from 1967-81 utilized the unitized body construction with partial front subframe “engine cradle” chassis. For the sake of comparison, I have attached a comparative side by side photos of a 1972 Chevrolet Chevelle Malibu 4 Door Sedan vs. 1974 Chevrolet Nova Custom 4 Door Sedan. Since this article is only relevant to the four door models of the Novas throughout those eras, I have only paired four door models of the Nova and the Malibu otherwise the 2 Door Models were much more closer to size of these respective sizes than the 4 Door Model versions. Nonetheless their designs were still very similar.

Pedro no Holden passenger car has a separate chassis, although the 71-78 had the same type of front subframe as the Nova etc. The 71-74 HQ Holden is still a couple of inches shorter than the 69-73 Nova, and 10″ shorter than the 75-78, on the same 111″ wheelbase, while the later cars (which have the same sheetmetal) are an inch longer. The Holdens are nearly 2″ wider, unfortunately I can’t find any interior dimensions to compare.

It is interesting to compare the weights – the Holden is a touch lighter than the 3rd gen Nova, which then gained 230lb with the big bumpers etc (1974) and another 120lb with the 4th gen.

Interesting but it still has an entirely different chassis than the Nova especially since the Nova used rear leaf springs while the 1971-78 Holden Kingswood “Full Size” Model used something similar to “trailing arms” similar to those found on the Chevelle and larger GM Models. Yes the Holden Kingswood of those era had front subframes similar in size to the Novas but I may have probably mistaken the appearance of the chassis reinforcements aka coining the term “extended backbone on sides” on large Holden Cars as like our separate body and frame construction. Its possible that it was probably constructed with unit body constuction but with “frame rails” as well to give that type of an appearance.

John H

Posted March 15, 2012 at 8:01 PM

Yes it is a different chassis/platform with coil spring live axle rear suspension – but so were earlier Holdens, I don’t think any of them were shared with Opel or anywhere else. Holden had a design office, proving ground etc locally although they drew on GM resources also. Even when they developed the Commodore from the Opel V-car there were significant changes as they carried over the drivetrain and had to do substantial body strengthening.

“Full size” means different things in different countries – the Kingswoods were only 190″ long and the base model weighed under 3000lb. Up until the late 1960’s full size Canadian GM cars were available through Holden dealers.

We came real close to buying one of these – a 1978 model shortly after we were married in Sept. 1977. We looked seriously at a Volare and Aspen, then a Malibu – the fixed windows in the rear doors killed that, so on to a Nova. Firethorn red with red interior. We stopped, looked at one another, asked a question: What do we want/need more? A car or a 10% down payment for a house? Easy answer: House! She happily drove her 1970 Mustang 302 convertible and I happily(!) drove my recently-purchased 1976 Gremlin for the next two-and-a-half years! She had the better deal!

I had 2 Novas in my life, a 1974 very base 4 door as it originally came from the US Gov’t GSA auction in ’79 for my oldest sister and her husband when they needed a car and were poor seminary residence (her hubby was getting into the Episcopal priesthood) so my Dad went to an auction in the summer of ’79 and got one for them. I bought it from them in the summer of ’83 when they moved and had to sell.

It had the base 250 inline 6 and a 3spd automatic, heat/vent and not much else. It was a good, solid car for what it was and served me well for 2 years before I replaced it with a 78 Nova.

That one was a slightly tarted up base 2 door coupe with the 305 V8 and the autobox (again, column mounted and had front split back vinyl clad bench seat). Essentially a vinyl clad bench seat coupe with AC, sport mirrors, rally wheels, AM/8-track stereo and not much else outside of the column mounted autobox and V8. It had carpeting but a standard front split back bench seat though and no defroster in the back. the car DID hail originally from Texas and was yellow with tan interior and had hail dents all over it. But it had what I wanted on it though…

They were decent cars for what they were and both did very well in the snow. I suspect they had limited slip difs in them as the snow really didn’t phase them one bit, not even the heavy snow that fell in the fall of ’85 that I had to do some major driving in with the ’78. It tracked the white stuff like it was nothing and I at first had no chains. Got cables later on my way into work but they didn’t last and the car continued to do fine as I delivered pizzas during that period.

The big thing with the ’78 was the motor, the camshaft crapped out a few months after I bought it and to have the motor worked on (the car had supposedly 50K original miles on it, per the private seller, though I heard that motor had issues with the camshafts as they didn’t get enough oil from my mechanic who fixed it). Eventually, I think the car may have been mixing oil and/or coolant as time went by as by the summer of 1987, when the temps reached above 70, I’d created a huge white cloud when starting off from the light. Sold it in early ’88 when I got a 78 ford Fairmont for Christmas.

As for sedans go, these were nice looking for their day and in some ways, I liked the 75-79 bodies best but the 73-74 come close as I liked the taillight/grill of those two years best before the big redesign.

BTW, one detail not correct. If Wikipedia is correct, the Nova received front disc brakes by 1969 as standard equipment as most cars got front discs as standard by 1970 or so. I know some continued on with drums for a few more years but front discs were becoming common, if not standard by 1970.

I don’t recall ever having braking issues with my ’74 and I don’t recall doing the brakes either the 2 years I had that car.

Re-reading the Wiki article, you are right, the the SS models up through 74 got the discs up front as standard, but I would venture to guess that my ’74 which came from the US Gov’t GSA auctions had the discs up front as one of the few options it had.

I specifically don’t recall any brake fading normally found with all drum units.

But that WAS over 30 years ago so I could be just wrong there.

I would not be surprised that most cars sold off the lot came with discs as optioned by the dealer but who knows?

For a long time, I thought I was destined to own a low mileage 76 nova as my first car. My great aunt had one garaged that had only 15k miles on it (in 96). I repeatedly expressed my interest in it to my mom and grandma, and was dismissed. In 96 or 97 it was auctioned off with the rest of her estate, and I think I now know where it sits. If it weren’t for the recently acquired Grand National in my garage, I’d go make an offer on it.

The ’68 had taller rear end 2.73 and 230 six accelerated slowly. But it cruised more quietly at 70 mph and got better fuel economy on hwy (20 mpg or a little more). The front subframe helped engine isolation, but mine had bad cowl shake. I exchanged the 230 for a 283 and TH350 eventually. The car was at its best at that point. Horrible drum brakes.

The 74 had heavily smogged 350 which wheezed, used a lot of fuel and was relatively slow. I did not like this car. Horrible drum brakes.

I liked the 75 w/ 350. It did remind me of Camaro of that era. Not fast by today’s standards but the car was fairly tight and handled better than any of the others.

This was the last top of the line (since the 1979 looks more like an economical stripped down version in my opinion) 1978 Chevrolet Nova Custom 4 Door Sedan (which still carried over the noticeable same features from the 1977 Chevrolet Nova Concours) vs. the 1978 Cadillac Seville 4 Door Sedan as shown side by side from my photo attachment below. Finally when the Nova in 1977 and 78 decided to legitimately enter into the affordable luxury “compact” market with the likes of its clone the Buick Skylark, it did not do as well since a similarly equipped fully loaded base Nova would be much cheaper than the Nova Concours or Custom options. The Nova Custom/Concours model shown here may have a similar grille appearance and texture as its high rent and slightly larger cousin (in which the Nova shared the same DNA with) featured here is the 1978 Cadillac Seville but of course by that time, the fully standard equipped Seville can cost 3X as much as either the base Nova or the Nova Custom/Concours with all those optional amenities as a fully equipped car then money becomes an object here at least for an “Average Joe”.

I had a ’78 Skykark with the 231 (3.8 litre) V6 – plenty of pep. Hawaii car – no California air pump but did have 49 state emissions with the “pancake catalyst”. I added dual exhaust. 21-24 mpg on Oahu. THM 200 made it to 180K (may have been rebuilt once – trans re-builder said that these cellophane THMs rarely made it to 80K – much less 180K). Sold @ 212K. Ran like new. Didn’t burn oil but it sure leaked it! ’78 first year of Buick “even firing” V-6. When new it came with Uniroyal BELTED tires (original spare in trunk with stamps on the tread). Had read glass area/lower drivers door Hawaii style rust patched in. One of my all time favorite cars that I owned! RWD X cars rock!

Somehow GM aligned its exterior design a bit on both sides of the pond; the Opel Ascona B which ran concurrently looks sorta similar, albeit a lot smaller, and filled more or less the same slot in the lineup. Probably explains why I find the last generation Nova quite handsome.

For starters in which the European Mid-Sized Intermediate equivalent of the 1977 Chevrolet Nova 4 Door Sedan (shown here on the left) ancestry but one size smaller with design resemblance would be this 1975 Opel Rekord D 4 Door Sedan (shown here on the right) as this head to head photographic illustration would imply.

Now as shown here even the 1979 Chevrolet Nova 2 Door Coupe (Top Left) & 4 Door Sedan (Bottom Left) were even very influential to the size and the design of the Downsized 1981 Chevrolet Malibu 2 Door Coupe (Top Right) & 4 Door Sedan (Bottom Right) that their grilles and square headlights were almost identical to one another as shown here.

It was a mistake on General Motors part in not having 4 Door Station Wagon versions for the 1975-79 RWD GM X-Bodied Mid-Sized Intermediate even though Chrysler had those Station Wagon versions for the 1976-80 Plymouth Volare’ and Dodge Aspen and AMC had those with their Hornet/Concord/Eagle, Imagine had there been a 1975-79 Chevrolet Nova 4 Door Station Wagon coming into fruition? I had photoshopped here from previous Curbside Classic photos comparing the 1975-79 Chevrolet Nova 4 Door Sedan with the 1976-79 Cadillac Seville.

Not only had General Motors Corporation failed to provide 4 Door Station Wagons for its 1975-79 RWD X-Bodied Mid-Sized Intermediates, but Ford Motor Company had also to provide Wagon versions for Nova’s chief competitor 1975-80 Ford Granada and Mercury Monarch twins as well. The 1970-79 (YES) 1979 Ford Maverick which were continually built in certain Latin American Countries had offered 4 Door Station Wagon versions in which this body style were the same as the US & Canadian versions plus its platform related to the Granada/Monarch duo. 1978-83 Ford Fairmont Wagons do not count here because they were more chief competitors to the Downsized 1978-83 Chevrolet Malibu Wagons and had nothing to do with the Novas nor Granadas from the late 1970s. I had photoshopped both models into Wagon versions.

In 1979 my family went to Disney World and my Dad rented a brown 1979 Nova. I can still remember my sister saying “How are we going to fit (5 of us) into that little car!!?” LOL We all did fit though, 3 teenagers in the back and Mom and Dad in front. I can still remember the vinyl bench seat sticking to my legs from the hot Florida sun. It was a chocolate brown with tan interior like the one in the pictures above. The A/C was ice cold and my Dad said it drove great!

A properly-equipped Nova could actually give a BMW 5-series all it could handle…maybe a bit more, if you had ignored smog controls and massaged the engine. It made a good police pursuit car particularly if your beat wasn’t all straight, wide highways. You did not have to order the police package to get the suspension “properly equipped,” either. The F41 handling package available as a regular production option would get you all the good parts, except for one bushing in the rear leaf springs that wasn’t as stiff as the police version. Order that and the top V8 and you could swagger up to a BMW 5-series and show its owner a thing or two; and if you were a better driver than he, you’d show him your tail lights.